Vacuum despatch system.



NO MODEL.

J. A. WATSON. VACUUM DESPATCH SYSTEM.

APPLICATION FILED 'SEPT. 2, 1897.

PATENTED DEC. 15, 1903.

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J, A. WATSON. VAGUUM DESPATGH SYSTEM.

APPLIGATION FILED SEPT. 2, 1897.

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No 747,104. PATENTED DEC. 15, 1903.

J. A. WATSON. VACUUM DBSPATGH SYSTEM.

APPLICATION FILED SEPT. 2, 1897.

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JAMES A. WATSON, OF WASHINGTON, DISTRICT OF COLUMBIA.

VACUUM DESPA'l'Cl-l SYSTEM.

SPECIFICATION forming part of Letters Patent No. 747,1 dated December 1 1903- Applioation filed September 2, 1897:. Serial No. 650,399. No mod To all whom it may concern:

Be it known that I, JAMES A. WATSON, a citizen of the United States, residing at Washingtou, in the District of Columbia, have invented certain new and useful Improvements in Vacuum Despatch Systems, of which the following is a specification.

This invention relates to various improvements in vacuum despatch system In my prior patent, No. 574,965, issued Jan uary 12, 1897, the object and nature of the vacuum despatch system is fully described,

and this specification may therefore be confined to a description of the present improvements.

These improvements relate particularly to the construction of the tube and to novel transmitting and receiving apparatus.

In the accompanying drawings, Figure 1 is a side elevation of a complete system, parts of the tube being broken away. Fig. 2 is a section on the line 2 2, Fig.1.

Fig. 3 is a section on the line 3 3, Fig. 2. Fig. 4. is a plan view of the entrance-valve of the transmitter. Fig. 5 is a horizontal central section through the valve-casing shown in Fig. 4, the valves being shown in plan. Fig. 6 is a section on the line 6 6, Fig. 5. Fig. 7 is an enlarged side view of the exit gate or valve of the receiver. Fig. 8 is a plan, and Fig. 9 is a section, of one form of vacuum-tube. Fig. 10 is a side elevation of a car or carrier, parts being broken away to show the interior. Fig. 11 is a plan view of the same, parts being broken away. Fig. 12 is a perspective view showing another construction of tube,

and Fig. 13 is a cross-section of the tube shown in Fig. 12.

Thetrcmsmitzfer.--As illustrated, the transuiitter consists of two sections of tube 1, connected by heads 2, which heads slide in guides 23. Connected to the heads 2 are racks 4, operated by pinions 5 on a shaft 6, provided with a crank-arm 7. Upon turning the crank-arm either of the transmitter-tubes 1 can be broughtinto alineinent with the vacuuni-tube A. The heads 2 fit the guides 3 closely to prevent the inliow of air, and they are large enough to act as valves to close the end of the vacuum-tube as a transmitter-tube is being moved to one side to receive a new carrier. In the outer ends of the guides 3 1 are openings 8,through which carriers are run carriers, and in the transmitter-tubes are corresponding'rails"10. The vacuum-tube A is also provided with rails 11.

The difficulty of introducing carriers into a vacuum-tube lies in the friction or resistance caused by the external pressure of the atmosphere upon the entrance-valves. To obviate this, I have provided means for balancing the pressure upon the valves. As illustrated in Figs. 1, 2, and 3, the guide 3 is constructed with a cavity or chamber12 equal in area to the cross-section of the vacuumtube and preferably arranged exactly opposite said tube. This chamber 12 is connected with the tube by suitable piping 13i, so that the degree of vacuum in the chamber is alwaysthe same as that in the tube. As above stated, the sliding heads 2 constitute the valve for closing the tube. These heads being rigidly connected by the sections 1, the atmospheric pressure on them will be equalized and little power will be required to operate the transmitter. It will be evident that only one of the sections 1 is essential to form a complete transmitter; but it will be convenient to use two, as illustrated, so that one will always be in position for loading While the other is in position for transmitting.

The tubes.-The vacuum-tube is required to fulfil certain conditions, among which the chief are that it shall be air-tight, strong enough to withstand the atmospheric pressure, and of such construction that rails and electrical conductors may be readily connected to it. In Figs. 12 and 13 I have illustrated the preferredconstruction for tubes laid on or above the surface of the earth. In these figures, B indicates a cylindrical trunk or barrel made of heavy Wooden staves 14, preferably having matched joints. hese staves maybe bound together by hoops 15. The barrel thus constructed will be strong enough to Withstand the atmospheric pressure, but not sufficiently close to exclude air. In order to make the tube air-tight, it is inclosed by an air-tight covering 16, which may be quite thin. I contemplate using galvanized sheet-iron or sheet-copper for this covering; but, if desired, other substances may be used to form a thin impervious coating for the tube.

Within the tube any suitable structure may be placed to sustain the rails and conductors. As shown in the drawings, the tube is adapted for two distinctrailways, upon which cars may be sent in opposite directions. The rails 17 are fastened upon cleats 18, connected to the interior of the barrel. Cars 0 O of any suitable construction run upon these rails, the cars being provided with sustaining-wheels 19 and guide-wheels 20; The cars are designed to be operated by electricity taken from the upper rails by the guide or trolley wheels 20 and passing through the motors on the cars and the drive-wheels 19 into the lower rails. The electrical feedwires may be sustained in the cleats 18 or carried along the interior of the tube in any suitable manner.

In Figs. 8 and 9 I have shown a construction which is preferred for small tubes. It consists of half-cylindrical sections 21', having outwardly-projecting side flanges 22 and end flanges 23. These sections may be composed of metal; but I prefer to make them of paper-board or vulcanized fiber, which is a non-conductor and practically air-tight. The sections are fastened together by bolts or rivets passed through their flanges, as illustrated in Fig. 8, and the rails 24 are clamped between the longitudinal flanges, as shown in Fig. 9. The tube is very strong and stiff when constructed as illustrated, with the sections breaking joints, the joint on one side of the tube coming opposite the middle of the section on the opposite side.

. The receiver-As illustrated in Fig. 1, the receiver consists of an entrance-valve E, an exit-valve X, and an intermediate section of tube R. The entrance-valve'is illustrated in detail in Figs. 4, 5, and 6. The carriers pass from the vacuum-tube A to the receiver-tube R through a pair of gates 25, each centrally connected to a vertical pivot or pin 26. The inner halves of the gates are adapted to close the tube, being cut out at the top and bottom to fit close to the rails 11. The outer halves of the valves spring in compartments 27, the outer walls 28 of which are circular, so that the outer edges of the gates fit close to the walls while the gates are being opened and closed. The compartments 27 are connected with the interior of the vacuum-tube A by small openings 29. The object of this construction is to balance the atmospheric pressure on the gates. The gates have equal areas upon both sides of their pivots, and while they are closed the pressure on them is balanced. This permits them to be opened very quickly and with little power.

The mechanism illustrated for opening the gates constituting the entrance-valve is as follows: The pivot-pins 26 are rigidly connected to the gates, and upon their upper ends are segment-gears 30, which are operated by a rack 31. The gates are normally closed bya spring 32. Upon the approach of the car they are automatically opened by an electrical device, which, as shown, consists of the solenoid 33, having a core 34, connected to the rack 31. The solenoid is provided with a circuit a. and battery I), and the circuit is closed automatically upon the arrival of a carrier by suitable devices. The circuit may be closed when the carrier is at any distance from the entrance-valve and kept closed until the car has passed through the valve. The point at which the circuit should first be closed will depend upon the speed of the car and the time required to open the gate. With a strong solenoid and the pressure balanced on the gates the circuit need not be closed until the car has nearly reached the entrancevalve. As illustrated in Figs. 4 and 5, the circuit a is carried along on both sides of the tube A and provided with a series of opposite branches extending to terminals 0. within the tube. These terminals are in the nature of brushes, which come in contact with the car and close the circuit a through the car as it passes. It is preferred to have a series of these terminals extending along the tube for some distance from the valve in order to open the valve and hold it open while the car is approaching. Instead'ot' a series of terminals a single conducting-strip extending along the inside of the tube would answer the purpose. To prevent the gates from closing before the car has entirely passed through, a single pair of terminals (7. may be placed on the opposite side of the valve within the receiver-section B. As soon as the car passes the terminals 0. the circuit a will be broken, and the spring 32 will immediately close the gates 25.

The receiver-tube is normally filled with air at the atmospheric pressure, the tube being provided with a series of small openings 34, arranged in line along one side. The outer end of the tube is normally closed, by the exit-valve X. This valve may be of any suitable construction. It should be strong enough to withstand considerable pressure from within the tube R, as it forms the base of the air-cushion to be presently described. The tube R is preferably inclined downward toward the exit-valve, so that the cars may.

run out of the receiver by gravity. The number and arrangement of the perforations 34 will depend on the speed at which the cars are received.

As shown, the exit-valve consists of a ver- I do tically-sliding gate 35, to which is connected a rack 36. The rack is operated to raise the gate and open the receiver by means of a pinion 37, operated by a small electric motor 38, which motor is driven by a battery or source of energy 39 and a circuit 40. When the circuit is closed, the motor raises the gate, and when the circuit is opened the gate drops by gravity or other equivalent force. The circuit is closed when the car comes in contact with terminals 41, similar to the terminals a illustrated in Fig. 5. The terminals 41 are located within the tube R close to the When the gate 35 is open, the cars gate 35. are'free and run out upon uninclosed rails 43, upon which the cars may be unloaded. Awhistle 42, operated when the pressure within the receiver exceeds the atmospheric pressure, may be used to give notice of the.

ceiver without permitting much air to enter the vacuumtube. The air within the receiver is compressed in front of the carrier. At first the compression is slight, and the carrier is not much impeded, the air finding free escape through the entire series of holes 34. As the carrier passes the holes 34, the number of escape-holesin front ofit diminish, and the air begins to increase in pressure. At the same time the air rushes in through the holes which have been passed by the carrier and fills the inner end of the receivertube, thus preventing the carrier from rebounding and striking the entrance-valve. Near the exit-valve X the tube It is closed, excepting one perforation 34 and the air not being permitted to escape rapidly forms a cushion, which brings the car to a full stop and causes it to rebound slightly. The car immediately comes to rest and then runs slowly down the incline to the exit-valve, the air in front of it escaping through the open- When the carrier nears the exitvalve, the circuit 40 is closed, and the motor 38 opens the gate 35, permitting the car to run out on the tracks 43. As soonas the car passes the exit-valve the circuit 40 is broken, and the gate 35 is closed by its own weight or in some other suitable manner.

In Figs. 10 and 11 is illustrated a car or carrier adapted to run in a single-track tube, such as that shown in Figs. Sand 9. The same car may be adapted to a double-traok tube by making the-body of rectangularcross-section, as shown in Fig. 13. As shown, the body of the ear consists of a hollow cylinder or trunk 50, composed of sheet metal, the mail-compartment 51 being provided with a door or lid 52. The car is supported upon front and rear wheels 19, resting upon the lower rail of the tube. One or both of these wheels may be drivingwheels. As illustrated, the rear wheel is arranged as the driving-wheel, and on its axle is the armature 53 of an electric motor M. The field 54 of the motor is connected to a partition 55. At the ends of the car are trolleywheels 20, supported in frames 56, which are pressed upward by springs 57. The upward movement of the frames is limited by stops 58. current is taken from the upper rail by one of the trolley-wheels and passes through the motor and driving-wheel to thelower rail, as is customary in operating electric trolley-cars. In the present instance, however, the trolleywheels serve to steady the car and hold itin its upright position on the lower rail. To protect the wheels, the forward end ofthe car is closed by a convex plate 59 and the rear end is closed by a concave plate 60. Cars constructed as above maybe connected and operated in trains when traffic is heavy enough to justify it.

In Fig. 1 I have illustrated pumps P and dynamos D for exhausting the tube and supplying power to move the carriers, respeztively. The means for exhausting the tube and supplying power are fully described in the prior patent referred to and need not be described in detail here.

It will be seen that by means of the im provements above described a carrier can be readily inserted in the tube without any loss of power or other impediment due to the atmospheric pressure. My improved receiver is entirely automatic, receiving the cars at any rate of speed, stopping them by means of an air-cushion without permittingany appreciable amount of air to enter the vacuumtube, and delivering them to the open air. The receiver operates quickly, so that cars may follow each other in rapid succession.

The improved tube, constructed of staves and provided with an impervious cover, enables me to construct Vacuum-tubes at comparatively low cost. The tubes being airtight and the air within rarefied will make the interior perfectly dry, and for this reason the Wooden staves will last indefinitely. The outer covering may in someinstances be composed of tar or other substance which can be applied with a brush.

The transmitter described in the preceding specification may in some instances be used as a receiver if means be employed to stop the cars therein. It will be evident that this transmitter is just as efficient for removing cars from the tube without admitting air as it is for transmitting them to the tube. For convenience it has been described simply as a transmitter, and it will be so designated in the claims with the understanding that said claims are intended to cover a receiver of equivalent construction, as well as a transmitter.

What I claim, and desire to secure by Letters Patent, is-

1. In a vacuum despatch system, the combination with a despatch-tube and means for maintaining a vacuum therein, of a transmitter consisting of a tube arranged to slide The too

laterallyinto and out of alinement with the despatch-tu'be and a head connected to said transmitter-tube and arranged to close the despatch-tube when the transmitter-tube is moved out of alinement and means for balancing the pressure on said transmitter, for the purpose set forth.

2. In a vacuum despatch system, the combination with a despatch-tube and means for maintaining a vacuum therein, of a transmitter having a pair of tubes connected by an intermediate head, said tubes being movable laterally to bring them into and out of alinement with the despatch-tube and said intermediate head being adapted to close the despatch-tube when the transmitter-tubes are out of alinement with it and means for balancing the pressure on said transmitter, for the purpose set forth.

3. In a vacuum despatch system, the combination with a despatch-tube, and means for maintaining a vacuum therein, of a transmitter comprising a valve adapted to close the tube, and means for balancing the pressure on said valve, for the purpose set forth.

4. In a despatch system, the combination with a vacuum despatch-tube, of a laterallymovable transmitter-tube, a head connected to said tube and adapted to close the despatch-tube when the transmitter-tube is moved out of alinement with it, and means I for balancing the pressure on said head, for

the purpose set forth.

5. In a despatch system, the combination with a vacuum despatch-tube, and a separate chamber in which a vacuum is maintained, of a transmitter consisting of a laterally-movable tube-section, a pair of heads connected to the ends of said tube-section, one of said heads being adapted to closethe despatchtube and the other head being adapted to simultaneously close said chamber, whereby the atmospheric pressure on the heads is equalized, for the purpose set forth.

6. In a vacuum despatch system, the combination of the guides 3, the laterally-movable transmitter-tube having heads 2 adapted to slide in said guides, the vacuum-tube connected to one of said guides, the chamber in the other guide opposite the vacuum-tube and the connecting-tube between said chamber and the vacuum-tube, for the purpose set forth.

7. In a despatch system, the combination with a despatch-tube and means for maintaining a vacuum therein, of a receiver forming an air-cushion and having normally closed entrance and exit valves, and means controlled by the moving carrier within the tube for automatically opening and closing said valves, the entrance-valve being balanced with respect to the atmospheric pressure in the receiver.

8. In a despatch system, the combination with a despatch-tube and means for maintaining a vacuum therein, of a receiver comprising a stationary tube in which the carriers are temporarily stopped by an air-cushion, a normally closed exit-valve, means controlled by the carrier for automatically opening said exit-valve, and means for automatically starting the carrier in the receiver and moving it through said valve when opened.

9. In a despatch system, the combination with a despatch-tube and means for maintaining a vacuum therein, of a receiver comprising a stationary tube in which the carriers are stopped by an air-cushion, a normally closed exit-valve forming the base of said air-cushion, and means for automatically opening said exit-valve after the carrier is stopped.

10. In a despatch system, the combination with a despatch-tube and means for maintaining a vacuum therein, of a downwardlyinclined stationary receiver-tube in which the carriers are stopped by an air-cushion, an exit-valve at the lower end of said tube, and automatic means for opening said exitvalve upon the approach of a carrier, said carrier passing out under the influence of gravity after the valve is opened.

11. In a despatch system, a receiver-tube having an exit-valve, a closed portion adjacent to said valve and a longitudinal series of air-vents preceding the closed portion.

12. In a despatch system, the combination with a despatch-tube and a downwardly-inclined receiver-tube, of the exit-valve, and means controlled by the carriers for automatically opening and closing said exit-valve, and means for automatically moving the carrier through said valve when opened.

13. In a despatch system, the combination with a despatch-tube and means for maintaining a vacuum therein, of a receiver, an exit-valve for the receiver, means for stopping the carrier as it approaches said valve, means controlled by the carrier for automatically opening the valve, means for moving the carrier through the valve when opened,

and means for closing the valve after a carrier has passed out of the receiver.

14. In a despatch system, the combination with the downwardly-inclined receiver-tube, of the exit-valve, electrical devices for opening said valve, including an electric circuit, means for closing said circuit on the approach of a carrier, and means to automatically close said valve.

15. In a vacuum despatch system, the combination with the despatch-tube and means for maintaining a vacuum therein, of a receiver, and a balanced entrance-valve between said tube and receiver.

16. In a vacuum despatch system, the combination with a vacuum-tube and receiver, of a pneumatically-balanced entrance-valve for said receiver, and means for automatically opening said valve, said means being brought into action upon the approach of a car.

17. The combination with the vacuum-tube and its receiver, of a pneumatically-balanced entrance-valve for the receiver, means for automatically opening said valve upon the ap- IIO proach of a car, and means for closing said valve automatically when the car has entered the receiver.

18. In a despatch system, the tube and the receiver, in combination with the entrancevalve between said tube and receiver consisting of two centrally-pivoted gates upon which the atmospheric pressure is balanced.

19. The combination with the vacuum-tube and receiver, of a valve between said tube and receiver consisting of two centrally-pivoted gates, chambers on opposite sides of the tube in which the outer wings of the gates work, and openings between said chambers and the tube.

20. The combination with a vacuum-tube and its receiver, of a balanced valve separating the tube from the receiver, an electrical device for opening said valve, a circuit for said device having branches extending along the tube, and means for closing said circuit while the car is at a distance from the valve and maintaining it closed until the car has passed the valve. 7

21. In a vacuum despatch system, the vacuum-tube and receiver, the entrance-valve between said tube and receiver, the electrical device for opening said valve and the circuit for said device having terminals in said tube and also in the receiver.

22. In a vacuum despatch system, a despatch tube consisting of an inner barrel built up of wooden staves suitably secured together and an outer impervious metal covering, in combination with means for maintaining a vacuum in said tube.

23. In a vacuum despatch system, a tube consisting of an inner barrel built up of wooden staves having matched joints and an outer sheet-metal covering impervious to air, in combination with means for maintaining a vacuum in said tube.

24:. In a vacuum despatch system, the tube consisting of an inner barrel built up of wooden staves, anouter impervious covering of sheet metal, two series of cleats within the barrel and rails and conductors connected to said cleats, in combination with means for maintaining a vacuum in said tube.

In testimony whereof I aftiX my signature in presence of two witnesses.

JAMES A. WATSON.

Witnesses:

WILLIAM E. NEFF, W. O. DUVALL. 

